F-14D. FLIGHT MANUAL (2004)

NAVAIR 01-F14AAP-1B

13. Affected L or R AICS (LF2 left,

LG2 right) cb .

Cycle

If WING SWEEP advisory light is illumi-

nated, cycling L AICS cb (LF2) may

cause unintentional wing sweep un-

less WING SWEEP DRIVE NO. 1 (LE1)

and WG SWP DR NO. 2/MANUV FLAP

(LE2) cb’s are pulled.

ENGINE OVERSPEED

(N2 107.7-PERCENT RPM)

1. Throttle (affected engine) .

IDLE

If overspeed continues:

2. ENG MODE SELECT switch .

SEC

Verify ENG SEC light illuminated.

If overspeed condition persists:

3. Throttle (affected engine) .

OFF

Note

Fuel flow automatically secured when

rpm reaches 110 percent. To regain fuel

flow, the throttle must be cycled OFF

then to IDLE.

CONTINUED

Change 3

NAVAIR 01-F14AAP-1B

Note

An overspeed condition in excess of

110 percent will result in momentary

loss of rpm indication until N₂ rpm falls

below 110 ±.5 percent. EGT and FF

indicators will continue to function

normally.

4. Refer to Single-Engine Cruise Operations,

page 181.

5. Land as soon as practicable.

ENGINE TRANSFER TO SEC MODE

CAUTION

In SEC mode, idle lockup protection is

lost. Decelerate below 1.1 IMN before

retarding throttle to idle to avoid

supersonic inlet buzz and possible

compressor stall.

If engine transfers to secondary mode:

1. Throttle (affected engine): .

Less Than MIL

2. ENG MODE SELECT switch .

Cycle

If PRI mode restored:

3. Maintain constant subsonic airspeed in level

flight.

CONTINUED

NAVAIR 01-F14AAP-1B

If WING SWEEP advisory light is illumi-

nated, cycling L AICS cb (LF2) may

cause unintentional wing sweep un-

less WING SWEEP DRIVE NO. 1 (LE1)

and WG SWP DR NO. 2/MANUV FLAP

(LE2) cb’s are pulled.

4. Affected L or R AICS (LF2 left,

LG2 right) cb .

Cycle

If engine remains in SEC:12

3. ENG MODE SELECT switch .

SEC

4. Avoid abrupt throttle movements.

5. Land as soon as practicable.

CAUTION

Landing in SEC mode may increase

landing roll because of loss of nozzle

reset. If runway length or braking

conditions warrant, make an arrested

landing.

TRANSFER TO SECONDARY MODE RESULTS:1

1. SEC mode transfer from AB may result in pop

stalls

2. Nozzle full closed (higher taxi thrust)

CONTINUED

NAVAIR 01-F14AAP-1B

3. Stall warning is inoperative (engine overtemp

warning still available)

4. No nozzle position indication.

5. No AB capability.

6. Decrease stall margin at low rpm.

7. 65- to 116-percent basic engine thrust available.

8. Main engine ignition continuously energized.

9. No Idle lockup protection.

10. IGV fixed full open (higher windmill airspeed).

11. RATS inoperative.

UNCOMMANDED SEC MODE RPM DECAY

Engine will flame out if transfer is de-

layed below 59-percent rpm.

1. ENG MODE SELECT switch .

PRI

If PRI mode restored:

2. Maintain constant subsonic airspeed in level

flight.

CONTINUED

NAVAIR 01-F14AAP-1B

If WING SWEEP advisory light is illumi-

nated, cycling L AICS (LF2) cb may

cause unintentional wing sweep un-

less WING SWEEP DRIVE NO. 1 (LE1)

and WG SWP DR NO. 2/MANUV FLAP

(LE2) cb’s are pulled.

3. Affected L or R AICS (LF2 left,

LG2 right) cb .

Cycle

UNCOMMANDED ENGINE ACCELERATION —

ON DECK

*1. Paddle switch .

Depress/Hold

*2. Throttle(s) .

As Desired

*3. ENG MODE SELECT switch .

SEC

*4. THROTTLE MODE .

MAN

If engine(s) still uncommanded and aircraft is not in cata-

pult tension:

5. Throttle(s) .

OFF

6. FUEL SHUT OFF .

Pull

NAVAIR 01-F14AAP-1B

UNCOMMANDED ENGINE ACCELERATION —

AIRBORNE (NO THROTTLE MOVEMENT)

If the APC cutout switch is shorted,

attempting to disengage auto throttles

using a breakout force of greater than

11 pounds or via the APC cutout switch

(CAGE/SEAM button) may not be

effective.

1. ENG MODE SELECT switches .

SEC

If dual engine uncommanded acceleration associated

with CADC failure, normal primary mode may be re-

gained by selecting PRI mode with gear handle down.

If engine still uncommanded and engine shutdown

necessary:

2. Throttle (affected engine) .

OFF

3. Refer to Single-Engine Cruise Operations.

EXHAUST NOZZLE FAILED

NO NOZZLE RESPONSE TO THROTTLE

MOVEMENT

1. Monitor engine oil pressure/rpm.

2. Throttles .

Basic

(Use minimum power required). Engine Only

CONTINUED

Change 1

NAVAIR 01-F14AAP-1B

Note

D SEC mode transfer while in AB may

result in pop stalls. Nonemergency

manual selection of SEC mode air-

borne should be performed in basic

engine with the power set above 85

percent rpm.

D If the fan speed limiter circuit has

failed, engine rollback may occur

with the selection of SEC mode. In

event of engine rollback, PRI mode

must be reselected above 59-per-

cent rpm or flameout will occur and

an airstart will not be possible.

3. ENG MODE SELECT .

SEC

4. Obtain visual inspection.

If nozzle open in SEC mode or abnormal response:

5. ENG MODE SELECT .

PRI

6. Assume mechanical failure and land as soon as

practicable.

If nozzle closed or a visual inspection is not

possible:1234

5. ENG MODE SELECT .

Remain in SEC

6. Assume electrical failure and land as soon as

practicable.

NAVAIR 01-F14AAP-1B

STUCK OR JAMMED THROTTLES IN

AFTERBURNER

1. L ENG or R ENG MODE .

SEC

2. Apply maximum inboard force on throttles and

retard as required.

If throttles will not retard below MIN AB:

3. Match throttles.

4. Relax aft pressure on throttles.

5. While forcing throttles apart laterally:

a. Pull throttles straight aft to MIL detent.

b. Move inboard and aft.

6. Do not reselect afterburner.

If right throttle will not retard:

7. Right FUEL SHUTOFF .

Pull (if required)

8. Right throttle .

MAX AB (after shutdown)

9. Refer to single-engine procedures.

If left throttle will not retard:

10. Left FUEL SHUTOFF .

Pull (if required)

11. Refer to single-engine procedures.

NAVAIR 01-F14AAP-1B

AICS MALFUNCTION

RAMPS LIGHT/INLET LIGHT

*1. Avoid abrupt throttle movements.

*2. Decelerate to below 1.2 IMN.

*3. Affected INLET RAMPS switch .

STOW

Note

A RAMPS light should always be ac-

companied by an INLET light when the

LDG GEAR handle is UP.

If RAMPS light remains illuminated:

4. Throttle (bad engine) .

80 percent or less

5. If WING SWEEP advisory light is illuminated:

Wing sweep drive cb’s .

Pull

(LE1 and LE2)

If WING SWEEP advisory light is illumi-

nated, cycling L AICS (LF2) cb may

cause unintentional wing sweep un-

less WING SWEEP DRIVE NO. 1 (LE1)

and WG SWP DR NO. 2 / MANUV FLAP

(LE2) cb’s are pulled.

6. Affected L or R AICS cb .

Pull

(LF2, left or LG2, right)

CONTINUED

NAVAIR 01-F14AAP-1B

Note

Pulling the AICS cb while airborne may

illuminate the FCS CAUTION and ARI

DGR lights. Above about 600 KIAS, the

PITCH SAS and ROLL DGR lights will

also be illuminated. These should clear

with a MASTER RESET following a pro-

grammer reset.

7. Affected INLET RAMPS switch .

AUTO

8. Land as soon as practicable.

If INLET light only illuminated attempt AICS programmer

reset:123

4. Decelerate below 0.5 IMN.

5. If WING SWEEP advisory light is illuminated:

Wing sweep drive cb’s .

Pull

(LE1 and LE2)

If WING SWEEP advisory light is illumi-

nated, cycling L AICS (LF2) cb may

cause unintentional wing sweep un-

less WING SWEEP DRIVE NO. 1 (LE1)

and WG SWP DR NO. 2 / MANUV FLAP

(LE2) cb’s are pulled.

6. Affected L or R AICS cb .

Cycle

(LF2, left or LG2, right)

CONTINUED

NAVAIR 01-F14AAP-1B

Note

Pulling the AICS cb while airborne may

illuminate the FCS CAUTION and ARI

DGR lights. Above about 600 KIAS, the

PITCH SAS and ROLL DGR lights will

also be illuminated. These should clear

with a MASTER RESET following a pro-

grammer reset.

If INLET light goes off:

7. Affected INLET RAMPS switch .

AUTO

If INLET light remains illuminated:123456

7. Affected L or R AICS cb .

Pull

(LF2, left or LG2, right)

Note

Pulling the AICS cb while airborne may

illuminate the FCS CAUTION and ARI

DGR lights. Above about 600 KIAS, the

PITCH SAS and ROLL DGR lights will

also be illuminated. These should clear

with a MASTER RESET following a pro-

grammer reset.

8. Affected INLET RAMPS switch .

AUTO

9. Remain below 1.2 IMN.

When AICS programmer reset attempts are completed:

10. Wing sweep drive cb’s .

Reset

(LE1 and LE2)

NAVAIR 01-F14AAP-1B

INLET ICE LIGHT

1. ENG/PROBE ANTI-ICE switch .

ORIDE/ON

When clear of known icing conditions:

2. ENG/PROBE ANTI-ICE switch .

AUTO/OFF

Ice may form on inlet and ramp sur-

faces without any other visual indica-

tions which may cause compressor

stalls and/or FOD.

CAUTION

The formation of ice on pitot static sen-

sors may result in DFCS detected fail-

ures that may not clear with a MASTER

RESET.

NAVAIR 01-F14AAP-1B

L OR R OIL HOT LIGHT

CAUTION

Illumination of an OIL HOT caution

light may be an Indication of above-

normal gearbox scavenge oil tempera-

ture or high supply temperature.

Continuous engine operation will

result in reduced gearbox life and

lubrication degradation.

Note

On deck, light may be caused by under-

servicing or by excessive temperature

on deck. Normally, advancing throttles

out of IDLE will extinguish light.

1. Oil pressure .

Check

2. Throttle (affected engine) .

85-Percent Rpm

If, after 1 minute, light is still illuminated:

3. Throttle (affected engine) .

OFF

4. Refer to Single-Engine Cruise Operations

(page 181).

5. Relight engine for landing if necessary.

6. Land as soon as possible.

If light goes out, land as soon as practicable.

Change 3

NAVAIR 01-F14AAP-1B

OIL PRESS LIGHT AND/OR

ABNORMAL OIL PRESSURE

1. Throttle (affected engine) .

IDLE

If oil pressure is below 15 psi, above 65 psi, or engine

vibration:

If shutdown is feasible:

2. Throttle (affected engine) .

OFF

3. Refer to Single-Engine Cruise Operations.

If shutdown is not feasible: 1

2. Rpm .

Set minimum Rpm

FIRE

3. Avoid high-g or large throttle movements.

4. Land as soon as possible.

RATS OPERATION IN FLIGHT

1. Tailhook

DOWN

If conditions permit:

2. Anti-ice/hook control (7C2) cb .

Pull

Pulling the anti-ice/hook control (7C2)

cb disables RATS. Inform CV because

of increased wind-over-deck require-

ments and gross weight settings for a

non-RATS arrestment.

CONTINUED

NAVAIR 01-F14AAP-1B

With the cb in and RATS operating,

there is reduced thrust available for

approach and use of afterburner may

be required to arrest sink rate.

CAUTION

Circuit breaker 7C2 must be in prior to

hook transition. Avoid icing conditions

and rain with 7C2 pulled.

FIRE

Note

D If RATS secures when the hook is

raised with no other weight-on-

wheels indication, failure is internal

to the RATS circuitry.

D With ANTI−ICE CONTR/HOOK

CONT/WSHLD/AIR CB (7C2) pulled,

approach indexers will flash.

Change 3

NAVAIR 01-F14AAP-1B

L OR R FIRE LIGHT

AND/OR FIRE IN

FIRE

FLIGHT

*1. Throttle (affected engine) .

IDLE

*2. AIR SOURCE pushbutton .

OFF

If light goes OFF and no secondary indications:

Note

Fire detection test is not available on

the emergency generator.

*3. MASTER TEST .

FIRE DET TEST

If light remains on, FIRE DET TEST fails, or there are sec-

ondary indications:

*4. FUEL SHUT OFF handle

(affected engine) .

Pull

*5. Throttle (affected engine) .

OFF

*6. Climb and decelerate.

*7. Fire extinguisher pushbutton .

Depress

Note

Ensure BACKUP IGNITION switch is

OFF.

8. Refer to Single-Engine Cruise Operations.

9. Land as soon as possible.

10. If fire persists .

Eject

NAVAIR 01-F14AAP-1B

ENGINE FIRE ON THE GROUND

PILOT

*1. Both FUEL SHUT OFF handles .

Pull

*2. Both throttles .

OFF

3. If conditions permit .

Windmill Engine

4. BACKUP IGNITION switch .

Check OFF

CAUTION

Excessive windmilling of engine with

oil system failure may increase com-

bustion/smoking (blue/white) and re-

sult in greater difficulty extinguishing,

causing further damage to engine.

If FIRE light and/or other secondary indications:

5. Fire extinguisher pushbutton

(related engine) .

Depress

6. Egress.

RIO

1. Notify ground and/or tower.

2. Egress.

NAVAIR 01-F14AAP-1B

ELECTRICAL FIRE

*1. L and R generators

OFF

If uncommanded SAS or spoiler inputs are present:

*2. PITCH, ROLL, and YAW STAB

AUG switches

OFF

If associated with any other direct or indirect

indication of ECS malfunction, perform ECS leak/

Elimination of Smoke and Fumes procedure.

CAUTION

An electrical fire may affect the CADC

and AICS system, causing random

movements of the wings and ramps.

FLT

CONT

If conditions permit:

3. EMERG generator switch .

OFF

Note

Securing all electrical power while air-

borne causes the ECS to go full cold.

If cause of fire can be isolated:

4. Pull cb’s of affected equipment.

5. All generators

NORM

If cause of fire cannot be isolated:123

4. Secure all unnecessary equipment.

CONTINUED

NAVAIR 01-F14AAP-1B

5. EMERG generator switch .

NORM

6. Land as soon as possible.

CAUTION

Do not operate engines on the ground

without electrical power. Ground-

cooling fans are shut off, causing hot

bleed air to cook off oil and hydro-

carbons in the ECS ducting, resulting

in smoke in the cockpit and possible

damage to the ECS turbine

compressor.

FLT

CONT

NAVAIR 01-F14AAP-1B

FLIGHT CONTROLS

Index

ARI/SAS OUT LIGHT (WITH ROLL DGR,

YAW DGR OR ARI DGR LIGHT .

AUTOPILOT LIGHT .

ASYMMETRIC WING SWEEP .

108

ASYMMETRIC WING SWEEP ACCEPTABLE

FOR LANDING .

110

ASYMMETRIC WING SWEEP UNACCEPTABLE

FOR LANDING .

114

BINDING/JAMMED FLIGHT CONTROLS

ON THE GROUND .

CADC LIGHT .

119

CONTROLLABILITY CHECK .

DFCS POWER ON RESET (POR) .

FLAP AND SLAT ASYMMETRY .

FLAP LIGHT .

AFTER LANDING/TAKEOFF FLAP TRANSITION

OR REILLUMINATION AFTER

ABOVE PROCEDURES .

FLAP HANDLE DOWN AND FLAPS DOWN .

FLAP HANDLE DOWN AND FLAPS NOT

FULLY EXTENDED .

FLAP HANDLE UP AND FLAPS INDICATING

FULL UP .

FLAP HANDLE UP AND FLAPS NOT

FULLY RETRACTED .

NOT AFTER LANDING/TAKEOFF

FLAP TRANSITION .

FCS CAUTION LIGHT .

HZ TAIL AUTH LIGHT .

INVERTED DEPARTURE/SPIN .

106

OUTBOARD SPOILER MODULE MALFUNCTION .

PITCH SAS LIGHT .

ROLL DGR LIGHT, YAW DGR LIGHT

AND/OR ARI DGR LIGHT .

RUDDER AUTH LIGHT .

100

Change 2

NAVAIR 01-F14AAP-1B

Index (Cont.)

RUDDER HARDOVER .

100

RUNAWAY STABILIZER TRIM .

SPOILERS CAUTION LIGHT/SPOILER

MALFUNCTION/SPOILER STUCK UP .

STAB AUG TRANSIENTS .

UNCOMMANDED ROLL AND/OR YAW .

UNSCHEDULED WING SWEEP .

107

UPRIGHT DEPARTURE/FLAT SPIN .

104

WINGS SWEEP LIGHTS .

106a

ADVISORY AND WARNING LIGHTS .

106

ADVISORY LIGHT ONLY .

106

Change 2

NAVAIR 01-F14AAP-1B

CONTROLLABILITY

FLIGHT CONTROLS

CHECK

It is absolutely imperative that the aircrew thoroughly

and safely evaluate the degraded handling character-

istics of damaged or malfunctioning aircraft prior to

continued flight and landing. This check does not

take priority over existing emergency procedures.

D If aircraft stalls or departs in dirty

configuration, immediately unload

and place throttles at military. Do not

raise flaps until recovered. (If during

flap/slat transition, follow uncom-

manded roll/yaw procedures.)

D A controllability check requires the

total attention and awareness of the

aircrew. The aircrew must be

prepared to encounter unusual han-

dling characteristics, since aerody-

namic properties of the aircraft may

be significantly changed. Stall

speed as well as flight and ground

handling characteristics may be

drastically different from normal.1.

Note

If flight control malfunction is due to un-

commanded stab aug translents, spoiler

malfunction, flap/slat asymmetry, rudder

malfunction (hardcover), and/or wing-

sweep malfunctions; perform applicable

CONTINUED

NAVAIR 01-F14AAP-1B

emergency procedure(s) as necessary

before beginning a controllability check.

1. Climb to 10,000 feet AGL minimum.

2. Obtain visual check if possible.

3. Decelerate gradually to 200 KIAS if feasible.

4. Dirty aircraft, one configuration change at a

time, while flying straight and level.

Note

Landing gear should be lowered before

flaps. Do not lower arresting hook until

landing gear is confirmed down and

locked.

5. If flaps are lowered, do so incrementally and be

alert for flap/slat asymmetry.

6. If maneuver flaps are used for landing approach:

WG SWP DR NO. 1 and .

PULL

WG SWP DR NO. 2/

(LE1 and LE2).

MANUV FLAP cb’s

Note

D Failure to pull wing sweep drive circuit

breakers (LE1 and LE2) could result in

inadvertent maneuver device retrac-

tion or wingsweep during approach.

D WINGSWEEP WARNING, WING-

SWEEP ADVISORY and FLAP CAU-

TION lights will illuminate with both

wingsweep drive circuit breakers

pulled (LE1 and LE2).

7. Use differential thrust, if required, to achieve ac-

ceptable flight characteristics.

8. Slow-fly aircraft to determine approach handling

characteristics, including turns.

CONTINUED

NAVAIR 01-F14AAP-1B

9. Fly simulated approach to evaluate lineup correc-

tions, power changes, and waveoff/bolter perfor-

mance, and flight characteristics.

10. For landing, use minimum safe control speed,

but no slower than optimum AOA.

11. If performance and flight .

DIVERT

characteristics dictate that a CV landing is not

possible

12. If diverting with a flight control malfunction,

make arrested landing, if possible.

Note

If normal landing rollout is attempted,

flap handle should be checked DOWN

on deck with SPL BK selected to enable

full ground roll braking authority.

13. If directional control is in question:

a. A shorebased arrested landing should be

flown to touchdown at or just prior to the ar-

resting gear.

b. Use LSO if possible.

c. If arresting gear not engaged and perfor-

mance and flight characteristics permit, exe-

cute waveoff/touch-and-go, if possible.

d. Expect directional excursions during waveoff/

bolter, arrested landing, or landing rollout.

e. Nosewheel steering should not be engaged if

rudder pedal authority is restricted.

Use rudder, lateral stick and/or differential

braking to oppose any directional excursions

during normal landing rollout.

g. Brief runway departure prior to landing and

identify any obstructions in close proximity

to the runway.

NAVAIR 01-F14AAP-1B

DFCS POWER ON RESET (POR)

If controllability is unsuitable for landing approach

due to complete loss of spoilers or other major flight

control malfunction, consideration may be given to

attempting a flight control computer reset in an at-

tempt to regain adequate controllability for landing.

Aircrew must be alert for erroneous uncommanded

SAS and/or spoiler control inputs following an air-

borne POR.

If a dual failure has been declared that

will not clear with a MASTER RESET,

performing a power on reset (POR) to

clear the failure can result in erroneous

uncommanded SAS and/or spoiler

control inputs.

Note

To minimize transient series servo

actuator inputs; POR should be per-

formed above 10,000 ft AGL, in the

cruise configuration, between 250 and

300 knots.

1. BOTH SPOILER CONTR cb’s .

Pull

(7G9, INBD and 8C5, OUTBD)

2. PITCH, ROLL, and YAW STAB AUG

switches .

OFF

3. ROLL A, YAW B, and YAW A cb’s

(7B4, 7B5, and 7B6) .

Cycle (RIO)

CONTINUED

Change 1

NAVAIR 01-F14AAP-1B

Observe PITCH SAS, ROLL DGR, YAW DGR, FCS

CAUTION, ARI DGR, ARI/SAS OUT, SPOILERS,

HZ TAIL AUTH, RUDDER AUTH, and AUTOPILOT

caution lights illuminated.

Note

Attempt to reset cb’s 7B4, 7B5, and 7B6

simultaneously to optimize DFCS

power-up sequence.

4. MASTER RESET pushbutton .

Depress

Observe all lights extinguished with the excep-

tion of ARI/SAS OUT light due to ROLL and YAW

STAB switches OFF.

If the system continues to display

any DFCS related caution lights

following MASTER RESET, this

could be indicative of a recurring

flight control malfunction.

If a SPOILERS caution light will not

extinguish following the execution

of a POR, selection of ROLL STAB

AUG switch ON can result in erro-

neous uncommanded SAS control

inputs.

When attempting to individually re-

set PITCH, ROLL, and YAW STAB

AUG switches, be prepared to iso-

late the affected STAB AUG switch

OFF if any uncommanded SAS

inputs are observed.

CONTINUED

NAVAIR 01-F14AAP-1B

Note

D Minimize control stick inputs during

or following MASTER RESET as this

can result in the SPOILERS caution

light with SPOILER CONTR cb’s

pulled.

D More than one MASTER RESET may

be required to extinguish all caution

lights.

5. Individually select PITCH, ROLL,

and YAW STAB AUG switches .

If any uncommanded SAS control inputs:

6. Affected STAB AUG switch .

OFF

If uncommanded roll SAS inputs are

observed following a POR, reselection

of the SPOILER CONTR cb’s can result

in full spoiler deflection and an out of

control aircraft.

7. If uncommanded roll SAS control inputs, DO

NOT reset SPOILER CONTR cb’s.

8. Perform Controllability Check procedure.

If no uncommanded roll SAS control inputs:12345

6. Reset SPOILER CONTR cb’s.

7. Perform Controllability Check procedure.

NAVAIR 01-F14AAP-1B

UNCOMMANDED ROLL AND/OR YAW

*1. If flap transition:

FLAP handle .

Previous Position

*2. Rudder and stick .

Opposite Roll/Yaw

Note

For spoiler malfunctions, use lateral

stick as primary lateral control and rud-

der only as needed to maintain bal-

anced flight.

*3. AOA .

Below 12 Units

*4. Downwing engine .

MAX THRUST

(if required)

*5. Master Reset Button .

Depress

Note

DFCS synchronization can take up to 2

seconds following a power interrupt. If

the Master Reset button is depressed

during the synchronization time, an

additional depression of the Master

Rest pushbutton will be required to

restore spoiler functionality.

6. ROLL SAS .

7. Roll trim .

Opposite Stick

(if required)

8. Out of control below 10,000 feet .

Eject

9. Control regained, climb and investigate for:

a. Flap and slat asymmetry

b. SAS malfunction

CONTINUED

NAVAIR 01-F14AAP-1B

Note

SAS failure may cause uncommanded

roll and/or yaw, even without illumina-

tion of the associated lights.

c. Spoiler malfunction

d. Hardover rudder

e. Structural damage.

10. Slow-fly aircraft to determine controllability at

10,000 feet AGL minimum.

BINDING/JAMMED FLIGHT CONTROLS ON

THE GROUND

1. Hold light pressure against binding/restriction

to facilitate maintenance troubleshooting

procedures.

CAUTION

Do not attempt to free controls by force

since further damage to flight control

system may result.

2. Abort mission.

NAVAIR 01-F14AAP-1B

SPOILERS CAUTION LIGHT/SPOILER

MALFUNCTION/SPOILER STUCK UP

CAUTION

If the current configuration is accept-

able for landing, careful consideration

should be given before depressing

Master Reset when a spoiler actuator

mechanical malfunction is suspected.

A deployed spoiler that resulted from

DFCS computers dropping off line is

not considered a mechanical failure.

Note

D Use lateral stick as primary control

and rudder only as needed to main-

tain balanced flight.

D Subsequent depression of the MAS-

TER RESET pushbutton will clear

failure until the spoiler is commanded

to move again.

1. MASTER RESET pushbutton .

Depress

Note

DFCS synchronization can take up to 2

seconds following a power interrupt. If

the Master Reset pushbutton is de-

pressed during the synchronization

time, an additional depression of the

Master Reset pushbutton will be re-

quired to restore spoiler functionality.

CONTINUED

NAVAIR 01-F14AAP-1B

If failure remains/reoccurs:

2. Avoid abrupt lateral control movements and

high roll rates.

CAUTION

With wings forward of 62_, excessive

horizontal tail differential may cause

severe structural damage.

If spoiler(s) fail down:

3. Perform controllability check procedure, page

77.

If spoiler(s) remain up or floating, or if control unsatisfac-

tory with flaps down:

Note

Any single, fully deflected, failed up

spoiler is controllable even with flaps

down and ROLL SAS off, if the remain-

ing spoilers are operating. With multi-

ple failures, aircraft configuration is

the critical factor. With flaps down, roll

control using lateral stick alone may be

impossible. However, with flaps up, ad-

equate roll control to regain wings level

flight is available with use of lateral

stick alone. Choice of flap position for

landing and CV recovery/divert deci-

sion should be made following a con-

trollability check.

CONTINUED

Change 2

NAVAIR 01-F14AAP-1B

4. Perform controllability check procedure, page

77, using maneuvering flap/slat (preferred) or

no-flap configuration only.

Note

If controllability is unsuitable for land-

ing approach due to complete loss of

spoilers, consideration may be given

to attempting a power on reset in an at-

tempt to regain at least one spoiler set.

See DFCS POR procedures, page 80.

If controllability satisfactory:

5. Perform maneuver flap/slat or no-flap straight-in

approach at or above minimum control airspeed.

If controllability still unsatisfactory:

With both INBD and OUTBD spoiler

control cb’s pulled, all opposing

spoiler control will be lost.

CAUTION

Marginal control or loss of control may

be experienced due to removal of a

spoiler set with multiple failures

present.

CONTINUED

NAVAIR 01-F14AAP-1B

Note

If multiple failed-up spoiler panels re-

sult in unsatisfactory handling quali-

ties regardless of flap position, an at-

tempt may be made to fail the panels

down by removing power via the corre-

sponding spoiler cb’s. This may take

as long as 60 sec, and result in a mar-

ginal control situation or loss of

control situation because power to the

other spoilers has been removed.

Therefore it should be considered only

as a last resort.1234

5. SPOILER CONTR cb for affected pair .

Pull

(7G9 for INBD, 8C5 for OUTBD)

If uncontrollable roll, or no improvement in controllability:

6. SPOILER CONTR cb (affected spoiler) . . Reset

7. MASTER RESET pushbutton .

Depress

Best control for landing will occur with flaps up.

See no-flaps and no-slats landing procedures.

8. If unsuitable for landing, perform controlled

ejection.

If controllability improves:

9. Perform straight-in approach in best configura-

tion with cb(s) out.

Note

Outboard spoiler position indicators

will indicate down with cb 8C5 pulled.

CONTINUED

NAVAIR 01-F14AAP-1B

Note

With cb’s 7G9 and 8C5 pulled, ground

roll braking is not available. Reset on

landing rollout if desired.

OUTBOARD SPOILER MODULE MALFUNCTION

An outboard spoiler module failure

with flaps extended, below 180 KIAS,

and with a combined hydraulic failure

rendering the inboard spoilers inop-

erative can result in asymmetric spoil-

er float such that the aircraft may not be

flyable at normal approach airspeeds.

CAUTION

If outboard spoilers fail with airspeed

greater than 225 KIAS and wing sweep

less than 62°, limit lateral stick to one-

half pilot authority.

1. OUTBD SPOILER PUMP (2B2) cb .

Check

a. If OUT .

Attempt Reset

b. If IN and outboard spoiler

module flag indicates OFF .

Pull OUTBD

Spoiler Pump (2B2) cb

CONTINUED

Change 1

NAVAIR 01-F14AAP-1B

The following important equipment is inoperative:

(1) Outboard spoilers

(2) Flap and slat backup

(3) ACL.

2. Evaluate flaps-down lateral control characteris-

tics at safe altitude.

If unacceptable:

3. Make flaps-up landing (No Flaps and No Slats

Landing).

FLAP AND SLAT ASYMMETRY

Note

Uncommanded roll/yaw procedures

take precedence if appropriate. Other-

wise, perform the procedures below.

1. FLAP/SLAT CONTR

SHUTOFF cb .

Check in

(RE2)

Lack of asymmetry protection (RE2 cb

out) may cause uncommanded roll

and/or yaw during flap or landing gear

handle movement.

2. Flaps .

Match Handle

With FLAPS Position

3. Obtain visual check if possible to ascertain posi-

tion of all flap and slat surfaces.

4. Slow-fly aircraft in approach configuration at or

above 10,000 feet AGL to determine approach

characteristics, conditions permitting.

Change 1

NAVAIR 01-F14AAP-1B

5. Land as soon as practicable if aircraft is control-

lable and minimum approach airspeed is within

shipboard arresting gear limits.

If asymmetry is so large as to make landing impossible or

minimum safe approach speed is above shipboard ar-

resting gear limits with no possible divert field available:

6. Climb above 10,000 feet AGL.

7. AUX FLAP/FLAP CONTR (7G3) cb .

Pull

D Failure to complete step 7 before the

subsequent steps can result in large

uncommanded pitch trim changes

because of auxiliary flap movement.

D Pulling circuit breaker RE2 removes

flap/slat asymmetry protection,

which could result in an uncontrol-

lable aircraft, and flap/slat overtravel

protection, which could result in

structural damage.

8. FLAP/SLAT CONTR

SHUT-OFF (RE2) cb .

Pull

9. Slowly move FLAP handle in direction to

minimize asymmetry and/or lateral control

requirements.

10. Stop flap and slat travel before reaching full up

or down.

11. FLAP/SLAT CONTR

SHUT-OFF (RE2) cb .

Reset

CONTINUED

Change 1

NAVAIR 01-F14AAP-1B

Asymmetric slats may not be apparent

until just before wing stall. Asymmetric

slats can cause rapid rolloff above 15

units AOA.

12. If asymmetry has been corrected, land using 15

units AOA.

13. If asymmetry has not been corrected, flaps and

slatsdid not respond to above procedure, or lat-

eral control problems exist, land using minimum

safe speed AOA if landing is elected.

FLAP LIGHT

NOT AFTER LANDING/TAKEOFF FLAP

TRANSITION

1. Airspeed .

Below 225 KIAS

2. FLAP handle .

Ensure Full UP

3. MASTER RESET .

Depress

While holding MASTER RESET pushbutton depressed:

4. Maneuver flap thumbwheel .

Full Forward

5. Check FLAP light out.

(Light can take up to 10 seconds to reilluminate.)

CONTINUED

NAVAIR 01-F14AAP-1B

AFTER LANDING/TAKEOFF FLAP TRANSITION

OR REILLUMINATION AFTER ABOVE

PROCEDURES

1. MASTER RESET .

Depress

2. If light is still illuminated, check FLAP handle and

indicator position, then proceed with appropri-

ate steps below.

FLAP HANDLE UP AND FLAPS NOT FULLY

RETRACTED

1. FLAP handle .

EMER UP

If FLAP handle or flaps will not respond or FLAP

light remains illuminated, refer to Flap and Slat

Asymmetry procedures.

FLAP HANDLE UP AND FLAPS INDICATING

FULL UP

1. Flaps .

Cycle

If FLAP handle or flaps will not respond or FLAP

light remains illuminated, refer to Flap and Slat

Asymmetry procedures.

FLAP HANDLE DOWN AND FLAPS NOT FULLY

EXTENDED

1. Wing sweep .

Ensure at 20_

FLAPs will not respond or FLAP light remains il-

luminated. Refer to Flap and Slat Asymmetry

procedures.

FLAP HANDLE DOWN AND FLAPS DOWN

1. Wing sweep .

Ensure at 20_

2. MASTER RESET .

Depress

(allow 10 seconds for auxiliary flaps to extend)

NAVAIR 01-F14AAP-1B

Note

If FLAP handle or flaps will not respond

or FLAP light remains illuminated, refer

to Flap and Slat Asymmetry

procedures.

FCS CAUTION LIGHT

Note

Verify maintenance file fault reporting

acronyms (RIO) to troubleshoot sys-

tem for maintenance debrief.

1. MASTER RESET pushbutton .

Depress

If light remains illuminated:

D The DFCS has lost redundancy but

has not lost any authority.

D The DFCS is potentially one failure

away from losing authority and may

degrade to ROLL SAS OFF or YAW

SAS OFF characteristics with a

subsequent failure.

2. Airspeed .

Remain

below 600 KIAS or 1.3 IMN and adhere to the fol-

lowing limitations:

a. Above 0.5 IMN, no cross control inputs per-

mitted above 10 units AOA.

b. With maneuvering devices retracted, coordi-

nate all lateral stick inputs above 0.6 IMN and

15 units AOA.

Change 1

NAVAIR 01-F14AAP-1B

PITCH SAS LIGHT

1. MASTER RESET pushbutton .

Depress

2. If light remains illuminated .

No limitations

CAUTION

D The spoilers may be inoperative

(ground roll braking) with a com-

plete failure of the pitch computer.

D If spoilers are inoperative the degra-

dation in the roll axis may be severe

and a careful slow flight should be

conducted to determine whether a

CV approach should be attempted.

Refer to spoiler failure procedure.

Note

D The PITCH SAS light will illuminate

with any degrade to authority. Addi-

tional failures or a complete loss of

SAS functions in the pitch axis may

not provide any further warning.

D The autopilot will not be operational

with a complete pitch SAS failure.

NAVAIR 01-F14AAP-1B

ROLL DGR LIGHT, YAW DGR LIGHT

AND/OR ARI DGR LIGHT

1. MASTER RESET pushbutton .

Depress

2. If light remains illuminated, aggressive maneu-

vering should be terminated.

3. Remain below 0.93 IMN.

Note

Rudder pedal shakers inop if YAW B

fail.

ARI/SAS OUT LIGHT (WITH ROLL DGR,

YAW DGR OR ARI DGR LIGHT)

1. Ensure ROLL and YAW STAB AUG

switches

2. MASTER RESET pushbutton .

Depress

If lights remain illuminated:

3. Leave STAB AUG switches .

(to take advantage of any remaining capability

that the DFCS may be able to provide). Termi-

nate aggressive maneuvering and remain below

0.93 IMN.

Maneuvering with YAW SAS OFF or in-

operative shall not be conducted

above 15 units AOA with landing gear

retracted.

CONTINUED

Change 2

NAVAIR 01-F14AAP-1B

4. Perform Controllability Check procedure.

CAUTION

D If spoilers are inoperative the degra-

dation in the roll axis may be severe

and a careful slow flight should be

conducted to determine whether a

CV approach should be attempted.

Refer to spoiler failure procedure.

D CV landings with total yaw SAS

failure require increased attention

to control of directional oscillations

especially in turbulence and/or dur-

ing lineup corrections.

D Rudder pedal shakers inop if YAW B

fail.

Note

ROLL DGR and ARI/SAS OUT lights

may automatically extinguish upon

selection of gear handle down. This is

indicative of a DFCS dual air data fail-

ure

(AOA or Mach sensor inputs).

These failures inhibit roll SAS and ARI

functions in cruise configuration, but

not in the landing configuration.

NAVAIR 01-F14AAP-1B

RUNAWAY STABILIZER TRIM

1. SPD BK/P-ROLL TRIM

ENABLE (RA2) cb

Pull

2. Decelerate to below 300 KIAS.

3. Use Autopilot, if available, in cruise configura-

tion to reduce pilot workload.

4. Minimum stick forces are achieved under fol-

lowing conditions:

a. Runaway nose down .

FLAPS UP

b. Runaway nose up .

FLAPS DOWN

5. Straight-in approach.

STAB AUG TRANSIENTS

1. MASTER RESET pushbutton .

Depress

2. Airspeed

Decelerate

below 400 KIAS or 0.93 IMN

3. STAB AUG switches .

All OFF

Note

With ROLL or YAW STAB AUG OFF, the

ARI/ SAS OUT light will be illuminated.

4. STAB AUG switches .

Reset

(reset individually to isolate failure)

5. Perform Controllability Check procedure.

Change 1

NAVAIR 01-F14AAP-1B

AUTOPILOT LIGHT

1. MASTER RESET pushbutton .

Depress

HZ TAIL AUTH LIGHT

1. MASTER RESET pushbutton .

Depress

(10 seconds)

If light remains illuminated above 400 KIAS/0.9 IMN:

2. ROLL STAB AUG switch .

OFF

Note

ARI/SAS OUT light will illuminate.

3. Restrict lateral control inputs above 400 KIAS/

0.9 IMN to one-quarter throw.

CAUTION

Above 400 KIAS/0.9 IMN there is a

danger of torsional overstress to the

fuselage with large lateral stick

deflections.

4. Reduce airspeed and remain below 400 KIAS/

0.90 IMN.

Below 400 KIAS/0.9 IMN:

5. ROLL STAB AUG switch .

Note

At low airspeeds, lateral control effec-

tiveness may be reduced.

6. Do not select OV SW after landing.

Change 2

NAVAIR 01-F14AAP-1B

RUDDER AUTH LIGHT

1. MASTER RESET pushbutton .

Depress

(10 seconds)

2. If light remains illuminated . .Above 250 KIAS,

restrict rudder inputs to less than 10_

CAUTION

D With rudder authority stops failed

open, excess rudder authority is

available and could result in struc-

tural damage above 250 KIAS.

D After landing, nosewheel steering

authority may be restricted to 10_

(with neutral directional trim) and

differential braking is required com-

ing out of the arresting gear.

RUDDER HARDOVER

A rudder hardover will result in a single fully de-

flected (over 30 degrees, pegged on cockpit indica-

tor) inboard or outboard rudder with possible re-

stricted opposing “good” rudder authority and a

flight hydraulic failure. Rudder trim and rudder pedal

authority may also be restricted.

With zero flight hydraulic pressure, en-

sure hydraulic transfer pump switch is

secured as soon as possible. In the

event of hydraulic malfunction, refer to

appropriate hydraulic emergency pro-

cedure and execute appropriate steps

in parallel as required.

CONTINUED

100

Change 2

NAVAIR 01-F14AAP-1B

After completion of uncommanded roll/yaw procedures:

1. Confirm rudder hardover via cockpit indicator

and/or RIO/wingman visual inspection.

Note

Restriction of authority, if any, of op-

posing “good” rudder may be deter-

mined by reference to the cockpit

indicator.

2. If carrier based, divert to an airfield with short

field arresting gear.

3. Perform Controllability Check procedure.

Note

D Expect roll and yaw oscillations

during throttle and control move-

ments. Undesirable airspeed in-

crease may occur due to differential

thrust. Airspeed control may also be

influenced by flap position and pilot

workload. Specifically, evaluate the

effects of any required differential

thrust on lineup corrections, wave-

off/bolter performance, and flight

characteristics.

D Simulation has indicated that full

flap setting combined with severely

restricted opposing rudder results

in more pronounced roll and yaw

oscillations.

4. During cruise, use differential thrust, rudder, lat-

eral stick, and rudder trim to relieve pilot work-

load and control forces. Use lateral trim as

necessary.

CONTINUED

101

NAVAIR 01-F14AAP-1B

If jettison is required, consideration

should be given to keeping the wing

stations symmetric and avoiding aft

c.g. conditions.

Note

It is unknown what the fuel consump-

tion will be in this configuration. There-

fore, fuel quantity must be closely mo-

nitored. Recommend using gear up,

flaps down, single engine BINGO char-

ts. Fuel imbalance may occur during

prolonged flight with higher demands

on one engine. Use feed switch to mini-

mize fuel split.

5. If no suitable divert available and aircraft suffi-

ciently controllable for a CV approach, attempt

CV arrested landing.

Note

Recommend practice approach to CV,

fuel permitting.

6. If no suitable divert available and controlled CV

approach in question, perform a controlled

ejection.

CONTINUED

102

NAVAIR 01-F14AAP-1B

Prior to landing:

Controllability of a rudder hardover air-

borne is no indication of the ability to

maintain directional control on deck.

Upon touchdown, expect the aircraft to

experience uncontrollable directional

excursions potentially departing the

landing area/runway.

Note

D Ensure familiarity with landing con-

siderations of controllability check

procedures.

D Simulation indicated that bank

angle control was enhanced by

leading lateral stick inputs with dif-

ferential thrust.

7. Lateral trim

Neutralize

Note

The use of lateral trim to reduce stick

forces during actual approach and

landing should be avoided as this re-

duces the spoiler deflection available

for roll control.

8. Asym Thrust Limiter Sw .

Off (if reqd.)

CONTINUED

103

NAVAIR 01-F14AAP-1B

Asymmetric thrust limiter should only

be disabled if required to assist/main-

tain control.

9. Perform arrested landing.

Use only opposing throttle for waveoff/

bolter.

CAUTION

If rudder pedal authority is restricted,

nosewheel steering should not be en-

gaged upon landing rollout.

UPRIGHT DEPARTURE/FLAT SPIN

*1. Stick

Forward/Neutral

Lateral, Harness — LOCK

*2. Throttles

Both IDLE

*3. Rudder

Rudder−Opposite

Turn Needle/Yaw/Spin Arrow

If there is no recovery:

*4. Stick

Into Turn Needle

CONTINUED

104

Change 3

NAVAIR 01-F14AAP-1B

If yaw rate is steady/increasing or spin arrow flashing or

eyeball out g sensed:

*5. Roll SAS — ON, Stick — Full into turn needle and

aft.

If recovery is indicated:

*6. Controls

Neutralize

*7. Recover at 17 units AOA; thrust as required.

If flat spin is verified by flat attitude, increasing yaw rate,

increasing eyeball-out g, and lack of pitch and roll rates:

*8. Canopy

Jettison

*9. Eject (RIO command eject).

Ejection guidelines are not meant to

prohibit earlier canopy jettison and/or

ejection. If insufficient altitude exists

to recover from departed flight, the

flightcrew should not hesitate to eject.

Note

At high yaw rates where eyeball-out g

is sensed, aft stick and full lateral stick

into the turn needle may arrest the yaw

rate and increase the possibility of re-

covery. At these yaw rates, the addi-

tional differential tail provided by roll

SAS on will also increase the possibil-

ity of recovery. It may be necessary to

center the stick laterally momentarily

to engage roll SAS.

Change 2

105

NAVAIR 01-F14AAP-1B

INVERTED DEPARTURE/SPIN

*1. Stick

Full Aft/Neutral Lateral

Harness — LOCK

*2. Throttles

Both IDLE

*3. Rudder

Rudder--Opposite

Turn Needle/Yaw/Spin Arrow

If recovery is indicated:

*4. Controls

Neutralize

*5. Recover at 17 units AOA; thrust as required.

If spinning below 10,000 feet AGL:

*6. Eject (RIO command eject).

CAUTION

Dual compressor stalls/overtempera-

tures should be expected in an in-

verted spin.

Note

If pedal adjustment and/or pilot posi-

tioning (because of negative g forces)

is such that full rudder pedal travel

cannot be obtained, full lateral control

opposite the turn needle/yaw may pro-

vide an alternate recovery method. Aft

longitudinal stick should be relaxed

enough to allow full lateral stick ap-

plication.

106

Change 3

NAVAIR 01-F14AAP-1B

WINGS SWEEP LIGHTS

ADVISORY LIGHT ONLY

No loss of normal control:

1. MASTER RESET .

Depress

ADVISORY AND WARNING LIGHTS

No auto or manual control:

1. Airspeed .

Decelerate to 0.9 IMN or Less

2. Check spider detent engaged.

3. MASTER RESET .

Depress (wait 15

seconds to determine

system status)

If advisory and warning lights illuminate again:

4. WING SWEEP DRIVE NO. 1

and WG SWP DR NO. 2/

MANUV FLAP cb’s (LE1, LE2) .

Pull

5. Emergency WING SWEEP

handle .

Comply With Below Schedule:

0.4 Mach — 20_

0.7 Mach — 25_

0.8 Mach — 50_

0.9 Mach — 60_

0.9 Mach — 68_

CAUTION

Avoid ACM and aerobatics.

Change 2

106a/(106b blank)

NAVAIR 01-F14AAP-1B

UNSCHEDULED WING SWEEP

1. Emergency WING SWEEP

handle

Raise and Hold

CAUTION

Unscheduled wing sweep at superson-

ic speed may cause structural damage.

2. Airspeed .

Decelerate to 0.6 IMN

or Less in 1g

Nonmaneuvering Flight

3. Emergency WING

SWEEP handle .

FULL FWD

If wings do not move full forward:

4. Emergency WING

SWEEP handle .

Match With Actual

Wing Position

5. WING SWEEP DRIVE NO. 1 and

WG SWP DR NO. 2/

MANUV FLAP cb’s (LE1, LE2) .

Pull

(refer to Aft Wing Sweep

Landing, page 163)

6. Land as soon as practicable.

Change 3

107

NAVAIR 01-F14AAP-1B

ASYMMETRIC WING SWEEP

With asymmetric wing-sweep emergency condition,

divert field landing is preferable to CV landing at-

tempt. See Asymmetric Wings Approach Airspeed

chart for 14 or 15 units AOA with asymmetric wing

configurations.

CAUTION

To preclude potential damage to air-

craft, avoid all wing-sweep commands

prior to performing steps 1 through 8.

Limit maneuvering envelope to 350

KIAS and 1.5g’s.

1. Leave wings and flaps as set.

2. Altitude

Climb/Remain

Above 10,000 feet AGL

3. Airspeed

250 Knots/

Do Not Exceed 12 Units AOA

4. Maneuver devices .

Thumbwheel

Manual Retract

5. WING SWEEP DRIVE NO. 1 and

WG SWP DR. NO. 2/MANUV

FLAP cb’s (LE1, LE2) .

Pull

6. All SAS’s

Note

If roll SAS will not engage, accelerate

and attempt to reset at 20-knot inter-

vals. Stick may have to be released lat-

erally in order to engage roll SAS.

CONTINUED

108

Change 1

NAVAIR 01-F14AAP-1B

7. Confirm left and right wing position.

Note

Wing-sweep tape indicates actual right

wing position. All other cockpit wing

position indications may be unreliable,

including wing-sweep handle position.

Visually verify left wing position.

If left wing is aft of 62_ spoiler cutout and right wing

is at 20_, perform Asymmetric Wing Sweep Unac-

ceptable for Landing procedure.

8. Perform preliminary controllability check as fol-

lows:

a. Trim away from forward wing (opposite stick

force) to ensure that maximum spoiler

deflection is available.

b. Assess spoiler function by controlled left

and right stick inputs.

D Aircraft controllability in approach

configuration with spoilers inopera-

tive and a large wing-sweep asym-

metry will range from difficult to

impossible depending on the split.

D Upon lowering the landing gear an

uncommanded but controllable roll

transient may occur because of

spoiler gearing change from cruise

to PA.

CONTINUED

Change 2

109

NAVAIR 01-F14AAP-1B

c. Landing gear

Down

d. Leave flaps as set until further determina-

tions are completed.

e. Slowly increase AOA to no more than 15

units (attempt to maintain 0° sideslip)

f. Make small lateral stick inputs to simulate

lineup corrections.

If aircraft controllability is questionable for safe land-

ing, perform Asymmetric Wing Sweep Unacceptable

for Landing procedure.

If aircraft controllability is safe for landing, perform

Asymmetric Wing Sweep Acceptable for Landing

procedure.

ASYMMETRIC WING SWEEP ACCEPTABLE FOR

LANDING

Establish final landing configuration as follows:

1. AUX FLAP/FLAP CONTR cb (7G3) .

Pull

Note

Pulling the AUX FLAP/FLAP CONTR cb

(7G3) with the emergency WING

SWEEP handle at the 20_ position dis-

ables wingsweep commands.

If both wings are forward of 50º:

a. Airspeed .

Below 225 KIAS

CAUTION

Extending the main flaps with either

wing aft of 50_ could result in damage

to both the flaps and the aft fuselage.

CONTINUED

110

NAVAIR 01-F14AAP-1B

b. Flaps .

Lower incrementally

to 20° to 25°

CAUTION

When flaps are set to greater than 25°,

lateral pilot-induced oscillations are

likely and may result in wingtip damage

at touchdown and/or hard landings.

Note

The 25_ flap position can be estab-

lished first by noting when the spoiler

position indicators switch to the

dropped position during flap exten-

sion. An uncommanded but control-

lable roll transient because of the

spoiler gearing change will also occur.

Upon observing either event, retract

the flaps to just less than 25_, the roll

transient will occur in the opposite di-

rection as the flaps pass through 25_.

Main flap extension without auxiliary

flaps will require greater than normal

aft stick trim.

c. Approach airspeed .

15 Units AOA

Note

Indicated AOA is subject to a 1- to

2-unit sideslip-induced error. Verify

proper AOA at zero sideslip.

If either wing is aft of 50º:1

a. Flaps

CONTINUED

Change 1

111

NAVAIR 01-F14AAP-1B

b. Approach airspeed .

14 Units AOA

CAUTION

Wing rock and wing stall may occur at

16 to 16-1/2 units AOA during flaps-up

approaches. Rapid lateral stick inputs

will result in pitch coupling. Excessive

descent rates may develop and/or

wingtip damage at touchdown may oc-

cur. Precise AOA control and smooth

lateral control inputs are required.

Note

Indicated AOA is subject to a 1- to

2-unit sideslip-induced error. Verify

proper AOA at zero sideslip.

2. Emergency WING

SWEEP handle .

Leave in Position

That Established

Satisfactory Controllability

3. Gross weight .

Reduce as Required

4. DLC

Stowed

5. Autothrottles (APC) .

Do Not Engage

6. Confirm flight characteristics by flying a simu-

lated landing approach at safe altitude to in-

clude lineup corrections, power changes, and

waveoff.

CONTINUED

112

NAVAIR 01-F14AAP-1B

CAUTION

Full spoiler authority will be required

for landing with large wing-sweep

asymmetry. Before attempting actual

approach, trim away from forward

wing (opposite stick forces) to ensure

that maximum spoiler deflection is

available.

7. Fly straight-in approach to arrested or normal

landing.

CAUTION

Avoid rapid lateral stick inputs, since

significant pitch-roll coupling may re-

sult in roll ratcheting, pitching motion,

and lateral PIO tendency; an excessive

descent rate may develop and/or wing-

tip damage at touchdown may occur.

Note

D Maximum airspeed for wheelbrake

application is

165 KIAS at gross

weight of 46,000 pounds and 145 at

51,000 pounds.

D A crosswind from the swept-wing

side is favorable while a cross-wind

from the forward-wing side is

unfavorable.

CONTINUED

Change 1

113

NAVAIR 01-F14AAP-1B

Note

D To reduce lateral stick force, the

landing approach can be flown with

rudder trim into the forward wing,

allowing aircraft to yaw into the

forward wing. Sideslip should be

reduced with rudder just prior to

touchdown.

D If desired, sideslip can be reduced

to zero with rudder at the beginning

of the approach and held to touch-

down. Lateral stick force increases

as sideslip is reduced. Method of

approach is pilot’s option.

D In the event of bolter or go-around,

as airspeed increases, the aircraft

will roll toward the swept wing and

yaw toward the forward wing.

ASYMMETRIC WING SWEEP UNACCEPTABLE

FOR LANDING

Efforts to improve controllability by at-

tempting to minimize or eliminate

wing-sweep mismatch could result in

an acceptable condition becoming

unacceptable.

CONTINUED

114

Change 2

NAVAIR 01-F14AAP-1B

Note

Once spoiler operation is assessed,

stick forces may be trimmed to reduce

pilot workload during transit to field or

CV. The use of lateral trim to reduce

stick forces during actual approach

and landing should be avoided as this

reduces the spoiler deflection avail-

able for roll control.

1. Flaps

2. AUX FLAP/FLAP CONTR (7G3) cb .

Note

D At any point during the following

procedures, if wing-sweep symme-

try is regained at aft wing-sweep

position and runway length/

approach speed permit, aircrew

may elect to perform Aft Wing

Sweep Landing procedure.

D If left wing is jammed, wing-sweep

command can result in right wing

driving to either 19_ (forward com-

mand) or 69_ (aft command) actua-

tor overtravel stop. Subsequent

wing-sweep com-mands may not

move the right wing.

If spoilers are operational:

a. Emergency WING

SWEEP handle .

Input a Small

Forward Command

CONTINUED

115

NAVAIR 01-F14AAP-1B

If spoilers are not operational:1

a. Emergency WING

SWEEP handle .

Input a

2Small Aft Command

3. Note movement of left and right wings and

attempt to regain wing-sweep asymmetry by

using the following wing-sweep commands.

If both wings are movable and left wing is forward of right

wing:

a. Airspeed

300 KIAS

b. Emergency WING SWEEP handle .

68°

c. Emergency WING SWEEP handle .

20°

d. AUX FLAP/FLAP CONTR cb (7G3) .

Pull

e. Repeat preliminary landing controllability

check (step 9 on page 79)

If both wings are movable and right wing is forward of left

wing:1

a. Emergency WING SWEEP handle .

20°

b. AUX FLAP/FLAP CONTR cb (7G3) .

Pull

c. Repeat preliminary landing controllability

check (step 9 on page 79)

If right wing is jammed and left wing is movable:1

a. Airspeed

300 KIAS

CONTINUED

116

Change 1

NAVAIR 01-F14AAP-1B

Note

If right wing is jammed aft of spoiler

cutout angle, matching left wing will re-

sult in loss of spoiler control. If this re-

duced lateral control is undesirable,

left wing should be commanded just

forward of spoiler cutout to regain

spoiler control.

b. Emergency WING

SWEEP handle .

Match Left Wing

to Right Wing Position

c. AUX FLAP/FLAP CONTR cb (7G3) .

Pull

d. Repeat preliminary landing controllability

check (step 9 on page 79)

If left wing is jammed and spoilers are operational:1

a. Emergency WING SWEEP handle

20^o

b. AUX FLAP/FLAP CONTR cb (7G3) .

Pull

c. Repeat preliminary landing controllability

check (step 9 on page 79)

If left wing is jammed aft of spoiler cutout, wing-sweep

angle and spoilers are inoperative:1

a. Airspeed

300 KIAS

b. Emergency WING SWEEP handle .

68_

c. AUX FLAP/FLAP CONTR cb (7G3) .

Pull

d. Repeat preliminary landing controllability

check (step 9 on page 79)

If final wing configuration is unsafe for landing:1

a. Prepare for and execute controlled ejection.

CONTINUED

Change 1

117

NAVAIR 01-F14AAP-1B

DATE: AUGUST 1986

DATA BASIS: FLIGHT TEST

FLAPS UP APPROACH AIRSPEED (14 UNITS AOA)

FLAPS/SLATS RETRACTED

LANDING APPROACH AIRSPEEDS (15 UNITS

AOA) MAIN FLAPS/SLATS EXTENDED:

AUXILIARY FLAPS RETRACTED

ASYMMETRIC WINGS APPROACH AIRSPEED

118

NAVAIR 01-F14AAP-1B

CADC LIGHT

1. MASTER RESET .

Depress

2. CADC cb’s (LA2, LB2, LC2, LH2) .

Cycle

3. MASTER RESET .

Depress

If light remains illuminated:

4. Remain below 1.5 IMN.

One or more of following systems may be af-

fected by CADC malfunction that illuminates

only the CADC light:

a. Maximum safe Mach

b. Autopilot

c. Idle lockup function of AFTC

d. Wing-sweep indicator

e. Cockpit cooling less than Mach 0.25

f. HUD display (takeoff and landing)

g. Servo altimeter.

FUEL

Note

D Erroneous Mach inputs to AFTC

may cause uncommanded accelera-

tion of both engines to near military

values in the primary engine mode.

D If illumination of the CADC light is

accompanied by other caution or

advisory light(s), refer to the ap-

propriate procedure that will dictate

the most restrictive limitation.

119

NAVAIR 01-F14AAP-1B

FUEL

Index

FUEL IMBALANCE/FUEL QUANTITY BALANCING .

127

FUEL LEAK .

126a

FUEL TRANSFER FAILURES .

124b

WINGS ACCEPT FUEL WITH SWITCH

IN FUS EXTD POSITION .

126

WINGS DO NOT ACCEPT FUEL WITH

SWITCH IN ALL EXTD POSITION .

126

L AND/OR R FUEL PRESS LIGHT(S) ON .

123

L OR R FUEL LOW LIGHT .

124a

WING FUEL DOES NOT TRANSFER .

124b

UNCOMMANDED DUMP .

126

Change 3

121/(122 blank)

F-14D. FLIGHT MANUAL (2004) - page 17